Packard dominated the American fine car market and was in excellent financial health, despite the dramatic stock market crash of late 1929. The company's leaders, however, were concerned by the growing economic crisis and its possible impact on buyers spending abilities. Boldly, Packard developed the new generation Twin Six offered in a wide range of factory and custom-built bodies.
Packard management was inspired by the front-wheel drive Cord l-29 and innovative front-drive Miller racing cars of the 1920s, resulting in a prototype being commissioned. The engine considered with a twelve-cylinder unit formed by two tandem six-cylinder engine blocks, joined by a large single crankshaft. The idea was deemed impractical as it required an extremely long hood and there were extreme torsional loads on the crankshaft. Next came a more compact and workable V-12 engine for the intended front-drive chassis which proved it worthy of providing the necessary packaging needed for the front-drive setup. Work, development, and testing revealed significant weaknesses in the front-drive chassis, and it lacked sufficient traction at the front wheels. When the weight was shifted forward, steering became nearly impossible. This, compounded with the development costs, made the project impractical.
By this point in history, Cadillac and Marmon had introduced their new sixteen-cylinder models. Feeling the pressure, Packard fitted the new V-12 engine into the proven Deluxe Eight chassis. The resulting automobile was called the Twin Six, in honor of Packard's first V-12 engine which had been introduced more than 15 years earlier.
The new V-12 engine had a narrow 67-degree vee-angle and displaced 445 cubic inches. It was smooth and silent, with an advertised output of 160 horsepower and 322 ft-lb of torque. Depending on the coachwork, it could carry the Packard to speeds exceeding 100 mph, however Packard coyly described the Twelve's top-speed performance as being 'over 85.'
Attempting to appeal to a wider audience, Packard introduced a new smaller, lighter entry-level car for 1932, called the Model 900 Light Eight. It had a price of $1,750 to $1,795 which put it in competition with senior Buick customers. Buick's, however, cost less to build and by the end of the year, the Packard was dropped. The Twin Six model, introduced in January of 1932, was priced from $3,790 to $7,950. It was available in two wheelbase sizes and had a line of Individual Custom bodies, mostly by Dietrich.
By 1933, the name had been changed to the Packard Twelve. The Standard Eight and Deluxe Eight were renamed Eight and Super Eight, respectively. The Tenth Series of cars had been introduced in January of 1933 and mechanical advancements included sturdier X-braced frames, driver-adjustable power brakes, downdraft carburetion with automatic choke and a fast-idle circuit, and dual-coil ignition system. The exterior designs featured classic lines with flowing fenders, and a vee-shaped radiator shell and shuttered radiator. Two basic wheelbase lengths were available, both with an array of factory-built and custom body designs. The Model 1005 rested on a 142-inch wheelbase and had nine available body styles. The Model 1006 had a 147-inch platform and three open and three closed design by Dietrich, along with a number of custom bodies by Brunn and other coachbuilders of the era. For 1933, production reached 520 examples.
Traditional registration processes of the 48 states resulted in a model year being assigned when a car was sold, if not before. Packard, who avoided models years, tended to introduce a new 'series' to coincide with significant changes to the model line, often around the first of the year, which aligned with state systems and the policies of the National Automobile Chamber of Commerce. 1933 was an exception as Packard effectively shortened the model year to concentrate on improvements for 1934. This meant production of the 1933 Tenth Series ended in August, with production of the Eleventh Series beginning on August 21st of 1933. by Daniel Vaughan | Jun 2019
There was a major change in Packard styling and chassis design for 1933, which brought across-the-board usage of V-type radiators with thermostatic shutters and painted shells, skirted fenders and new controlled body ventilation (a concept similar to....[continue reading]
The Tenth Series Packards were introduced on January 6th of 1933 at the Astor Hotel in New York City, NY. This series would remain in production until August of the following year. Just like the Ninth Series of 1932, the 10th series was available w....[continue reading]
This 1933 Packard Twelve Club Sedan is a low mileage example that has been restored to its original color as part of a full body-off restoration. The first time it was shown in public was at the 2009 Meadow Brook Concours d'Elegance.....[continue reading]
This Packard Model 1005 Five-Passenger Sport Phaeton is a former AACA Senior, Preservation and Grand National Award winner. Power is from the 445 cubic-inch V12 offering 160 horsepower. There is a three-speed selective synchromesh manual transmission....[continue reading]
With the introduction of the Tenth Series Packard for 1933, the Twelve was built on a new tapered frame (a more rigid X-braced frame) and came with many refinements, including a single dry-plate clutch and optional freewheeling, driver-adjustable pow....[continue reading]
Packard introduced its Tenth Series on August 21st of 1933. The new models, while appearing similar to their predecessors, incorporated a host of new mechanical innovations resulting from the rapid technological race taking place within the automobil....[continue reading]
This Tenth Series Twelve Coupe Roadster was sold to Earle C. Anthony's Packard dealership in Los Angeles, CA on June 28th of 1933. It was purchased by violinist and big-band leader Paul Pendarvis for the sum of $3,850.....[continue reading]
This Packard Twelve Coupe Roadster was sold new through Earle C. Anthony, the sole California Packard distributor from 1915 to 1958 that handled about one in every seven Packard automobiles ever sold. The first owner was Los Angeles Deputy District A....[continue reading]
This Club Sedan Model 1005 was owned from the early-1950s until the early-to-mid-1990s, by A.F. Mittermaier, of Fort Wayne, Indiana. It passed through a succession of owners in the 1990s until being acquired by William Ruger Jr. from Joe Morgan in th....[continue reading]
In January 1933 Packard launched the Tenth Series Packards, and the Twin Six from 1932 became the Twelve. The shorter 1933 Twelve had a 142-inch wheelbase and was available with 11 different body styles. One of the rarest and most desirable body styl....[continue reading]
Packard built 520 examples of their top-of-the-line Twelve in 1933 in a generous range of catalogue and custom body styles. Just five examples of the 2-4 Passenger Coupe were built. They featured sporting lines, golf door, and rumble seat which it sh....[continue reading]
The Twin Six was designed by Cornelius Van Ranst, whose resume included the Cord L-29, and was originally intended for a front-wheel drive Packard. The project never materialized but the engine survived and was transplanted to the chassis of the Delu....[continue reading]
This Packard is a 2/4-Passenger Coupe Roadster of which less than 20 of the 50 original examples built remain in existence. The current owner purchased this car in January of 2002 from Packard dealer Tom Crook of Seattle, Washington. Lorin Tryon, the....[continue reading]
In competition with Cadillac's V12 and V16, Packard reintroduced a twin-six for 1932 and called it a twelve-cylinder car in 1933. By 1934 it displaced 445.5 cubic-inches, produced 160 horsepower and was said to be good for 100 mph, which some experts....[continue reading]
Packard re-introduced a 12-cylinder motor in 1932. Called the 'Twin Six' after its predecessor, it was changed simply to 'Twelve' for 1933. It was built on two wheelbases - 142 inches and 1947 inches.....[continue reading]
This Packard 12, Series 1005 Convertible Sedan was given a restoration in the late 1980s. Mr. Gordon Apker of Kent, WA purchased this vehicle from the drummer of the band 'Three Dog Night' in 1974, and performed its restoration. It was built near the....[continue reading]
This Packard 1005 Twelve, formerly called the Twin Six, wears Convertible Victoria coachwork by Dietrich. Ray Dietrich was Packard's most influential stylist in the early Classic Era and his custom creations rapidly became production offerings. Packa....[continue reading]
Chassis #: 1005 14
Chassis #: 901241
Chassis #: 63937
Convertible Victoria by Dietrich
Chassis #: 901624
Chassis #: Vehicle #: 639-42
Chassis #: 901454
Chassis #: 638-14
Chassis #: 639-60
Chassis #: 63952
Convertible Victoria by Dietrich
Chassis #: 901376
Chassis #: 901536
Convertible Victoria by Dietrich
Chassis #: 901136
Related Reading : Packard Twelve History
The Packard Twelve was produced from 1933 to 1939 with over 35,000 examples produced. It is considered by many to be one of the finest automobiles produced by Packard and one of the most significant creations of the classic car era. The long and flowing front hood hid a 445 cubic-inch side-valve twelve cylinder engine that was refined, powerful, smooth, and quiet. The engine was originally.... Continue Reading >>
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1933 Packard 1005 Twelve Production Figures
Convertible Coupe 50
4,800 total vehicles produced by Packard in 1933 The 1933 Packard 1005 Twelve accounted for 5.1% of Packard's 4800 production.